Automatic traiit-cohtrol system



Jan. 5,1926. I 1,568,847

W. KASER AUTOMATIC TRAIN CONTROL SYSTEM Filed August 16 1924 3 Sheets-Sheet 1 I2 4. A; 11 10 14. l I

I llllIIHIHIIHIIHHIHHIHHHIHHIHHHIHHHHlHIH W INVENTOR ATTORNEY Tan. 5, ms. 1,568,847

W. KASER AUTOMATIC TRAIN CONTROL SYSTEM Filed August 16 1924 3 Sheets-Sheet 2 lkvsu'ron WITNESS: ATTORNEY Jan. 5 1926.

W. KASER AUTOMATIC TRAiN CONTROL SYSTEM Filed August 16 I 1924 3 Sheets-Sheet 5 lll ' We}??? Jfasik v INVENTOR ATTORNEY WITNIESS:

Patented Jan. 5, 1926.

ul'rsso WALTER KASER, OF BALTIC, OHIO.

AUTOMATIC TRAIN-CONTROL SYSTEM.

To all whom it may concern.-

Be it known that I, WALTER Kasnn, a citizen of the United States, residing at Baltic, in the county of Tuscarawas and State of Ohio, have invented new and useful Imrovements in Automatic Train-Control ystems, of which the following is a specification.

This invention relates to control mechanism for railroad trains and the like, and has for its object the provision of a novel system and apparatus for automatically stopping a train and preventing it from colliding with another train, the device working equally well regardless of whether the trains be approaching each other head on or whether one be approaching the other from the rear.

An important object is the provision of a system and apparatus of this character which is purely electrically operated, the current for carrying out the operation being furnished by generators mounted upon and driven by some movable part of the train or locomotive.

Yet another object is the provision of a novel electro-magnetically operated mechanism associated with the engineers brake valve and also with the throttle control whereby the throttle will be automatically cut off and the brake applied when two trains approach each other too closely.

The invention further contemplates the provision of novel means mounted on the locomotive or train and cooperating with track devices of an electro-magnetic type for performing certain functions.

An additional object is the provision of an apparatus of this character which will be comparatively simple and inexpensive in manufacture, and installation, positive in action, eflicient and durable in service and a general improvement in the art.

With the above and other objects and advantages in view, the invention consists in the details of construction to be hereinafter more fully described and claimed, and illustrated in the accompanying drawings, in which Figure 1 is a a somewhat diagrammatic view of a trackway in connection with which my apparatus is installed.

Figure 2 is a diagrammatic side-eleva tion of a locomotive showing the parts of my invention thereon, diagrammatically, and in Application filed. August 16, 1924. Serial No. 732,525.

proper relation together with the track element.

Figure 3 is a somewhat diagrammatic rear elevation of a locomotive cab showing my mechanism in place.

Figure 4 is a detail view of the throttle and the parts associated therewith.

Figure 5 is an enlarged detail view of the engineers brake valve and mechanism associated therewith. 5

Figure 6 is a diagrammatic view showing two trains approaching each other on the same track.

Figure 7 is a similar view showing one train overtaking another on the same track, an

Figures 8 and 9 are detail views.

Referring more particularly to the drawings, the letter A represents a railway track and B and C represent locomotives travelling thereon. As is customary, each locomotive is equipped with a throttle lever D having a latch E cooperating with a notched segment F and releasable by means of a grip actuated element Gr. Each locomotive is also equipped with an engineers brake valve H having a handle or lever I equipped with a spring pressed latch J cooperating with a notched segment K and movable by means of a grip actuated element L.

In carrying out the invention I provide wires 10 and 11 strung along one side of the track, and wires 12 and 13 strung along the other side of the track. These wires are not continuous and the wires 10 and 11 are arranged in staggered relation as are also the wires 12 and 13 as clearly shown in the diagram. At one end, the wires 10, 11, 12, and 13 are free while at their other ends they are connected with electro-magnets 14 mounted along the track at spaced points. These electro-magnets of course include cores 15 and the other terminals of their windings are grounded as indicated at 16. The purpose of these track instruments will be set forth hereinafter. It should of course be mentioned that the wires 10, 11, 12 and 13 are suspended from suitable cross wires 17 which may be com nected with poles 18, the wires 17 carrying insulators 19 equipped with any suitable suspension means.

Pivoted upon suitable brackets 20 mounted upon the roof or other portion of each locomotive are trolley poles 21 and 22 which 119 are forked as shown and each of which is provided with rollers 23. The purpose of the respective rollers is to engage the wires, 10, 11, 12 and 13. Mounted at some conven ient position on each locomotive is a genera.- tor 24 adapted to be driven by one of the wheels, by a steam turbine or any other suitable means, not shown. The purpose of the generator is to supply current for the entire system. It will be observed that the generator has one terminal grounded at and its other terminal connected by a wire 26 with the trolley pole Connected with the wire 26 is a wire 27 which connects with one terminal 28 of a switch device which includes. a pivoted arm 29 pivoted. at 30 and urged normally upwardly by a coil spring 31 or the like. Connected with the switch arm 29 is'a wire 32 which is connected with the trolley pole 21 and with a wire 2:33 which leads to a series of control magnets to be described. Associated with the throttle D is a cylinder 34.- into which leads a compressed air conducting pipe 35 equipped with a cutoff valve 36 having an operating X I handle 3i. Connected with this handle is a plunger 38 which is formed as a magnetic core and which is located within a solenoid. 39 to one terminal of which. the wire 33 is connected. Operating within the cylinder 34 is a piston, 40 carried by a piston rod l1 which is pivotally connected at 42 with a linkdtl pivoted at -l-l to the throttle lever D. Mounted on the lever D is a solenoid 45 within which is movably mounted a core or plunger 46 which is pivotally conuecteiil at 47 with a link in turn pivoted at 1-9 upon the grip actuated element (.l. The solenoid 45 connected in series with the solenoid 59 by means of a wire 50.

Located adjacent the engineers brake valve 8 is a cylinder 51. within wl'iich is movably mounted a piston 5:4 ei'igaged b a coil spring 53. The piston is carried by a piston. rod 5i which pivotally con nected at with a link 56 which is in turn pivotally connected at 57 with the lever or handle I. Carried by this lever or handle is a solenoid 58 connected in series with the solenoid 45 by means of a wire 59. The other terminal oi this sole'noiiil 5B is grounded at 60. Slidably niiounted within the solenoid 58 is a core or plunger (31. which may be attached to or formed integrally upon the latch J as clearly shown in Figure 5.

Pivoted at 62 upon the locomotive is an elongated trip arm 63 equipped at its rear end with an armature 64 designed to be attracted and moved downwardly when the locomotive passes over that portion of the track where an electro-magnet M is located. A spring 65 normally holds the arm ()3 in its upper position and the tension of this spring must be carefullygau'ged so that it will just offset the weight of the arm 63 so that the latter may be moved very easily under the magnetic attraction of the electro magnet 14. Connected with the rear end of the arm 63 is a flexible element 66 which is trained over suitable guide pulleys 67 and which is connected with the free end of the switch'arm 29.

Normally, the arm 63 is in its uppermost position as shown in Figure 2 and the switch arm 29 is out oil. engagement with the contact 28. When the locomotive is in operation, the generator 2 1- will proi'liiuze current which will flow througl'i the wire 24; and through the trolley 22 to both oi the wires 10 and. 11 at one side of the trackway. This energizes the electro-magnets let to the rear of the trains while it has no effect on the electro-magnets in advance of the train. Suppose, for the sake of argument, that a locomotive is following as shown in Figure 7; upon reaching the electro-magnet 6116i" gized by the train which has just passed by, the armature (ll carried by the second locomotive will be attracted by the clectro-mag net passed. over and will move downwardly against the resistance of the spring 65 so that the contact arm 29 will be swung downwardly into engagement with the contact 28. lVhen this occurs, current passing froin the generator 2st and flowing through the wire 26 will pass through the contact 28, switch arm 29, wire 32, solenoid 39, solenoid and solenoid 58 to the ground at the point 60. lVhen this occurs, all. three solenoids will be energized the effect being as will now be described. The energization of the solenoid 39 causes the plunger 38 to be drawn into it, turning the handle 37 and opening the valve 36 so that compressed air will enter the cylinder FH- and force the piston 40 outwardlv At the same time the energizaatimi of the solenoid causes at traction of the core 46 and swinging of the grip actuated element G into such position as to release the catch E :trom ei'igagemeut with the notched segment F. The movcment oi the piston 4-0 then causes the lever D to be swung to its cutoil' position so that the power is no longer applied to the locomotive. At the same time energization of the solenoid 58 causes attraction of the element 61 and retraction of the catch J from engagement with the notched segment K. There is nothing to hold the piston 52 and the spring 53 will act to move this piston away from the lever I, thus resulting in swinging this lever I into such position that the brakes will be applied. Attention is invited to the fact that the cylinder 51 contains oil and that the piston 52 is formed with a small duct or passage 68 which will retard the movement of the piston. in such a way that the brakes will be a plied gently instead of with violence. Obviously, the

above described action will positively prevent rear end collision.

, Assuming that the track magnet has been energized as above described by the passage of the locomotive C, in the direction of the arrow in Figure 6, and assuming that the locomotive B is approaching the locomotive C, it is evident that when either approaches the other to within a certain predetermined distance, the current passed into and through the wires 10 and 11 by the generator on either or both locomotive s will enter the trolley pole 21 of the other locomotive and will pass through the wire 33, solenoids 39, 45 and 58, to the ground 60, thus acting to operate the throttle lever and the engineers brake valve of each locomotive for stopping both locomotives. In this way it is quite evident that head-on collision will be positively prevented. In either case of automatic stopping, it is clear that the parts may be subsequently operated by hand so that the trains may proceed properly. It is obvious that the engineer, in open ating I, must, for movement of I in one direction overcome the force of 53, while, for the movement of I, in the other direction, it is merely necessary to release the latch J, the automatic mechanism accomplishing the movement of I.

From the foregoing description and a study of the drawings, it will be apparent that I have thus provided a simply constructed, comparatively inexpensive and easily installed safety device which will positively prevent collisions and which act far more efiiciently than the ordinary lJlOJli signal system or other safety device inasmuch as no reliance whatsoever is placed upon human agency, everything being accomplished automatically.

While I have shown and described the preferred embodiment of the invention, it is of course to be understood that I reserve the right to make such changes in the form, construction and arrangement of parts as will not depart from the spirit of the invention or the scope of the subjoined claims.

Having thus described the invention, I claim:

1. In a train control system, pairs of wires located at each side of the trackway, the wires of each pair being arranged in staggered relation for overlapping and having one end free and their other ends connected with electro-magnets mounted along the trackway, in combination with a pair of trolley poles mounted on each locomotive and travelling along the pairs of wires, a current generator mounted on one locomotive and having its output connected with one of said trolley poles, said generator energizing one pair of wires and consequently energizing two successive electro-magnets along the trackway, a switch mounted on each locomotive and connected with the other trolley pole, a movable arm carried by a following locomotive connected with said switch and adapted to be moved by passage over the electro-magnets, and electro-magnetic means connected in series with the switch and associated with the throttle and engineers brake valve for moving the same.

2.111 a train control apparatus, the combination with the engineers brake valve, of a cylinder, a spring pressed piston mounted within the cylinder, a piston rod carrying said piston and connected with the handle of the brake valve, a catch device normally holding the brake valve against movement, and electro-magnetic means connected with said catch device for retracting the same to permit movement of the valve.

3. In a train control apparatus, a track instrument consisting of an electro-magnet, a plurality of the electro-magnets being mounted along the trackway, means on a train for energizing said electro-magnets successively as the train passes by them, a switch device on the train, an arm movably mounted on the train and terminatin in an armature adapted to be attracted y the electro-magnets, and electro-magnetic means mounted on the locomotive for releasing the throttle lever and engineers brake valve, and means connected with said last means and adapted to be energized by the current output from another locomotive.

In testimony whereof I aflix my signature,

WALTER KASER. 

